Governor for explosive-engines.



W. C'. MAY() J'..H0ULEHA1\1.

GOVERNOR FOR EXPLOSIVE ENGINES.

APPLICATION YILED JUNE 4, 1007.

Panam w12?,- 1909.

2 SHEETS-SHEET l.

j A\'/ nil/us UNITE siarnerarnna? onnrcn.

WILLIAM C. MAYOAND JOHN HOULEHAN, O1" EL PASO, TEXAS, ASSIGNORS OF ONE-THIRD TO GEORGE E, BRIGGS, Ol" BARSTOW, TEXAS.

GOVERNOR FOR EKPLOSIVE-ENGIES.

Specification i' Letters Patent Paten ted Apr-i127, 1909.

` Application ied June 1907. Serial No. 377,169,

To all whom it moi concern.:

Be it known t iat we, WILLIAM C. MAo and JOHN HouLnnAN, citizens 0f the United States, residing at El Paso, in the county of 5 vEl Paso, State of Texas, have invented a new and useful Governor for Explosive-Engines, of which the following is a speci fication.

Tliis invention has reference to improvements in governors` for explosive engines, being designed more particularly for use with multi-cylinder engines, whereby such engines may be maintained at practically constant speed under great 'ariations of load.

ln order that the invention may be host understood a brief consideration of the conditions giving rise to the invention will be found of value.' ln ourcornplete system of motor car propulsion for urban, suburban or interstate t allie, of which the present invention is an integral part, each car, whether used alone or coupled into a train, is a unit in itself including a prime source of power and all the several parts necessary7 for the automatic performance of the operations of propelling and controlling the car, For a prime source of power in such a system the advantages of an explosivo or internal combustion engine ol', the multi-cylinder type are deemed predominant and our present invention is based upon the use of such type of engine, although not limited to any/particular type, size or power of engine or kind of fluid fuel used. We may state, however, that i twelve-cylinder engine of either the two-cycle or four-cycle type, and preferably the latter, has certain advantages in connection with our system,

and we refer to use such an engine with all 40'the twe ve Vistons connected to one crank shaft in Suc i manner as though there were three four-cylinder, ibui= 2ycle origines connected to the crank shol't one hundred and twenty degrees apart. with six cylinders on each side'of the shaft 'in a more or less horizontal plane to said crank shaft, but in this connection we may simply follow the best practice.

The present invention is designed to replace the prevailing methods of throttle control and spark control for gasolcne engines, which methods of control are wasteful and ineflicicnt, und the object ol' the invention is to obtain the greatest possible cilicienvy and at the same time maintain the engine. under l substantially constant speed whatever be the l load so long as the latter does not exceed the limitot' power of the engine.

Of course, it is not designed that the engine shall run at an actually constant speed, but by means of other structures comprised with the general scope of ou'r system, but not entering into this particular invention, allowance is made l'or vthese variations.

lhe present invention consists of Ia gov.- ornor responsive to variations in speed and designed by such variations in speed to cut into and ont of active service certain 0f the engine cylinders, but to always maintain certain other oll the engine cylinders in active service except under certain occasional con,- ditions where these constantly active cylinders may tend to speed up to too great an extent.

in acciinclanre with the present invention r the power developed by a certain predetermined number of engine cylinders, say four in a twelvewylinder engine, is unaffected by the governor, which is designed to cut into or out of action additional cylinders, as required, so vthat the constantly active engine cylinders ina-y work at or about full load, which in explosive engine practice is found to he the most oilicient point ol' operation. lfrhen, then, other cyliiulers are added in response to en increased demand for power, these added cylinders will also work at or near lull load, and, therefore/)nest efficiently. l `urtherim re, provision is made by the present invention for disconnecting the en ine from the load should an overload be app ied as, l'or instruire, when it is attempted to start a rar under high gear or to take a rade under high speed where the lconditions would impose an overload upon the engine, so that the motor-man controlling the car must needs establish the proper speed relation holwcen the engine and car wheels in` order 'to obtain the requisite power to start or drive Athe car under the conditions named 10'0 or any other similiifr'ronditions.

With all these considerations in view, the

invention and its purposes will be best understood by reference to the following description taken in connection with the acl (-.oinlmnymg drawings forming part ol' this specllimttion, in which,Y

Figure l is a lougitiulinal section, with parts in elevation., ol the improved engine governor, and Fig. 2 is a diagrainmatio'rcp- H0 resentation of the electric circuits entering into the operation of the governor.

Referring to the drawings, and for the time being, more particularly to Fig. 1, there is shown a shaft 1 representing one end of the crank shaft of the engine. Fixed upon the shaft so as to turn therewith is a sleeve 2 formed near one end with an integral collar 3 from which project arms 4, shown in the 'drawing as two in number and diametrically o positely disposed. These arms are curve so as to project toward the. other end of the sleeve and at their ends they are bifurcated, as shown at, and receive between l5 these biiurcated ends the pivot )ins 6 of arms 7, to the outer ends of which atter are Y secured the governor balls 8. When in the inactive position the balls 8 are supported by brackets 9 fast on the sleeve 2 beyond the collarS. Extending from the collar 3 toward the other end ol' the sleeve 2 is a cylindrical overhang l() parallel with the outer surface of the sleeve 2 andA together with the said sleeve constituting an annular chamber housing a helical spring 11.

Mounted to slide upon the sleeve 2 and to rotate therewith is a cylindrical member 12 in one end of which' is formed a longitudinal, annular recess 13 ol such size as to receive the overhang 10, which latter acts as an an- ,nular piston entering said recess 13, while that portion of the cylinder 12 between the recess and the sleeve `2 enters the annular chamber between the overhang 10 and the` outer 'face ol' the sleeve 2 and constitutes an annular piston l'or said chamber. In suite able grooves in the 'free cnd of the overhang 10 and the end ol' the cylinder 12 entering -the chamber occupied by the spring 11 there 40 Yare packing rings 14 arranged to make joints that are nearly but not quite air-tight.

Each arm 7 carrying a governor ball S is 'provided with a short angle arm 15 on the side of the pivot 6 opposite the hall S, and

this arm has at its end, a slot 16 through ,which passes a pin 17 secured in ears 1S 4Jformed on the corresponding end olA the cylinder 12, while between these cars 18 the cylinder is recessed, as Vshown at 1f), to re- '50 ceivethc 'end ol' the short arm 15.

Now, considering the structure thus far described, let it be supposed that the shalt 1 begins to rotate. The sleeve 2 and cylinder 12, together with the arms 7 and balls 8, also rotate and the balls 8 tend to move away from the brackets 9. 'This tendency is communicated to the cylinder 12 through the angle arms 15 but the movement is resisted by the spring 11. As the speed oi' the shalt 6.0' l increases the centrifugal force acting upon the balls 8 ultimately overbalanccs the resistance of the spring 11 and the balls move away from thebrackets 9 and the cylinder 12 1s moved toward the arms 4, compressing the 55 spring 11 to acorresponding extent.

Asl creases m speed the reverse ol' the movement of the cylinder 12 and balls 8 takes place, the c rlinder 12 moving awayfrom the arms4 and t 1e balls R apprmiehing the brackets E).

During thc movement of the cylinder 12 to or from the arms 4 the air coniined inthe chamber housing thc spring 11 and also in the recess 13 cushions this movement because ol' its inability to move rapidly past the packing rings 14. Y There is, therefore, introduced a dash-pot resistance to the movement of the cylinder I12 whiehprevents it from responding too quickly to changes in speed of rotation ol' the sha'l't 1. It is not designed that the damping action due tothe dash-pot, should be very great; consequently, the recess "13 and that containing the spring 11 may be made small since, with good pack ing, the air can esca )e but slowly. lt will also be seenv that the length of these recesses is so great as compared with their area that a considerable movement of the balls 8` will occur before there is very much damping cl'- fect. Thel purposeoi this dash-pot action is just contrary to that of the dash-pots used on steam engine governors.

:asc the dash-pot is designed to delay the ae,- tionlol" the-governor until the heavier parts oi' the engine can respond. In the present In the latter instance the governor will move through a I considerable range beforematorially i111- peded by the dash-pot, and, as will hereinal'ter appear, tlns will result 1n the almost immediate introduction of additional engine' T he purpose cylinders into active service. ol' the dashgpot action 0l' the governor' we have devised is to retard the governor only when there is a relativel i large increase or decrease in the speed of t 'ic' engine.

Now, while with this governor there are variations in spccd which would bc intolerable in steam engine ln'artice, since these ,variations would at times beI quite large, we

have devised means as a part ol` our general system, but which, l'ormmg no. part ol' thc present invention, nccd not be hcrc considered, l'or neutralizing thc deleterious cl'- 'l'ect ol' such comparatiVely wide variations upon other parts olI our sy.` em. These wide variations are more. or less unavoidable by reason of the l'act that our system comprises a positive instead o1l a l'riction clutch, as being the more advantageous for the transn'iis-e sion o1' Vlarge power. For thisrcason, no very close regulation o1' the engine speed from moment to momen! can bc maintained without subjecting thc motive,apparatus to yexcessivc and possibly destructive strains.

Referring now again to. thefcylinder'12, it

y be seen that the end remote from. the

connection with the arms 15-is considerably reduced in diameter and receives two beveled: rings -20 which maybe of properly ground and tempered steel',v and over which is -applied an aiinulus 21, also of ground and tempered steel and having angular end reforming ballraces of well-known type 'Finalliy, a screw collar 24, having ari-annu cesses 22- for the reception. ot the balls 23, theseangular recesses 22 and the rings 2() ..1 flange 25, is screwed upon the threaded end 26 of the cylinder 12 and coniines the an- -niiluse-or sleeve 21 in position upon the cyll inder.y 12 in anti-friction relation thereto.

' rI`his collar 24 may be locked in place by a extension 28.

vinto. a. slot 31 formed in the lower side of said valve chest 30, which slot4 3l permits the movement of the extension 2S as well as the l arm 27 with relation tc said valve chest.

This is necessary since the valve chest 30 is fixed vagainst movement by boing supported v"on-'an' appropriately iixed portieri oi' tlicengine' frame, While the sleeve 2l and the arm 27 with its extension 28 move longitudinally with reference to the shaft l because of the --mounting of the sleeve 2l on the cylinder 12, liivhich latter has longitudinal movement with reference to the shaft il. x

' ,I y'Within the chest 30 there is a slide-valve 32 engaged about midway ci'4 its length' by `the extension 28, which latter is providedv `with a recess 33 straddling a pin 34 passing laterally through said valve in a hooded por-- tion 85thereof.

The interior of the valve chest 30 is in communication with a source ofi-,compressed air bymeans of a pipe 36.

This source, as will be seen', may be the same source of air which supplies the air-brake system of the car. f

The valve chest and valve may be quite narrow, and in line therewith are a number n off ports 37, four being shown in the draw- "fings Leading from these ports are pipes :38' extending to suitable air cylinders (not shown) arranged to control certain of the '1j explosive engine cylinders. Since all through `this description it is takenfor ranted that the prime meyer isa twelve-cy inder engine and that'four-cylinders are always' inactive service to' be governed by aiiordinary ex ilosive engine governor, )refcrably of-the'liitandimiss ytype, it will e' seen that but four gites A38 areneeded, since for purposes of a once it "will be advisable to introduce or cutoutcylindersin pairs, and, consequently,

and the balls 8 fly outward. the cylinder 12 to be movedy toward thc arms governor will not immediately the ci ht governed cylinders need but four contro ling means.

Now, assuming that the valve chest has air under pressure therein, it will be seen that in the osition shown in Fig. '1, whichl would' be tiey condition for greatest load, compressed air will iiow through the pipes 38 and so set all the cylinders of the engine in operation. It is not material to the present invention liow theicoinpresscd air flowing through the pipes 3S renders the engine cylinders active, and it is only necessary to state in this connection that this compressed air will operatesuitablc mechanisms which will causethecnginc cylinders to be charged with explosive mixtures and then ex iloded in the usual manner. Il thc load e decreased, immediately thc cugino speeds up This causes 4 and the-slide-valve 32 is correspondingly moved until one after the other of the ports 37 are closed to the compressed airsupply and are opened to the slot 31 which communicates with the external atmos )hei-c. Thel pipesl 3S are therefore progressively cxliausted and the engine cylinders are one' after the other put out oicommission until the continuously active cylinders, iom- 1n number in the case under consideration, are

left; provided, of course, that the load is decreased until it would be taken care of these four cylinders.

Now, suppose that a heavier load is put upon the engine, tending toland actually rcducing thespeed of the engine. Under these conditions the balls 8 movc to a corresponding extent toward'thc brackets 9 and thc cylinder' l2 is moved away from the arms 4, carrying the slide-valve 32 with it to uncover one or more of the ports '37, depending upon thc reduction in speed of the shaft l. As soon as the first port 37 has bccn Uncovered the compressed air enters-thc vfirst -pipc 38 and through suitable mechanism, which has been rcfcrrcdto but neither shown" nor described, renders thc corresponding pair of engine cylinders active; and, if the spccd has been sui'lcicntly reduced, two or three or even all four of the ports 37 will be uncovered and a corresponding number of engine cylinders thereby rendered activo. The increasing power thus generated by thc engine, duc to tht` number of cylinders put into commission, will act on the shaft 1 to increase its speed, and if the increased power demanded has been greater than that necessary for the continual running of the car, the speed ol thc shaft will risc and certain ofl thc engine cyllinders will bc cut out until ancquilibrium is established. -Any variation from the last cstablished sp'ccd will bc responded to by the` governor and a'iicw equilibrium willbc established. lt thc demand for powcris great, the respond through the full possible extent of its travel but will, after responding to a certain extent, become more sluggish in its action, due to the dash-pot effect,l and so the sudden a"- plication of greatly increased power will e prevented and the machinery will bc saved the strain and possible damage due to the. eilects of sudden 'a )plication ot power.

It will, ci course, be understood that the shaft speed due to the impulse of the constantly active cylinders of the engine will be sul'licient to maintain the governor balls in a position which will cut out all the other cyle inders of the engine provided the load does not exceed the power oi these constantly active cylinders. lt is only after such limit is reached that the governor becomes active, and it lmay be so adjusted as toA respond through a comparatively small range ot speeds in order that the engine speed may not vary to too great an extent from the constancy of action desirablefor other devices forming parts of our general traction system. lf closer regulation is desired, there may be more ports 37 and pipes 3S so that each pipe 38 controls a single cylinder instead of a pair of cylinders. vln either case a ort 37 and pipe 38 controls a power unit w ether such unit be a single cylinder or include a plurality of cylinders.

Located on one of the wings 29 are two spaced conducting strips 39 and 40, and carried' by the lug or arm 27 is a bridging conductor 41 with its terminal so located as to couple the two stripsBQ and 40. From the strip 39vthere leads a conductor 42, and from the strip 40. there leads a conductor 43, both of which conductors will be hereinafter' referred to.

Vithin the valve chest but suitably insulated .therefrom are two conducting strips f 44-45, only one of which is shown in Fig. 1

but both of which are shown in Fig. 2. (larried by the slide-valve 32, but insulated and the strip 45 is connected to a conductor 51. Ai the @nd of the sri-ips 44-45 in the 52 upon which the brushes 47 pass when the slide-valve 32 has reached the. limit of its travel, covering all the ports 37. The purpose of this insulatingr strip 52 will appear farther on.

` Now, consider that the car is standing still with but a small load consisting principally of a light,.intermittent load from the air pump and, inl daytime, practically nothing from the dynamo used for lighting and other purposes. Under these condltions the four 65 cylinders of the engine may tend to speed up too fast. ln such case the governor balls, under the speedv generated bythe four cylinders covering the four ports 37, will tend to and will actuall)r move still farther outward until the brushes 47 on the bridging conductor 4 8 will pass from the strips 44-45 on to theinsulating section 52, thus breaking the circuit between the strips 44 and 45.

The various circuit connections are shown in Fig. 1. From this ligure it will be seen that the conductor 51 leading from the strip 45 has the primaries of a number of indue` tion coils 53 connected on one side in multiple thereto, while the other sides of the primaries of these induction coils are connected to a suitable spark timer 54, simply indicated diagrammatically in the figure.

The conductor leading from the strip 44 is carried to a suitable source of current (not shown) which source may be the dynamo carried by the car or a special sparking dynamo or a suitable' battery. From this source of current another conductor 55 leads to the spark timer 54 to con/stitute the coinmon return fon the primaries of all the coils 53. lt will beunderstood, of course, that the secondariespt the coils 53 lead to the sparking plugs of the four cylinders of the engine designed to be in constant operation. Now, when for any reason the speed of the engine under the i ipulse of the tour cylin ders shall increase sufficiently to carry the bridging Contact 46 on to the insulation 52, the sparking circuit for /these four cylinders will be broken on the low tension side and the cylinders, being deprived of power Ibecause of the failure of the spark to explode the miX` ture therein, will drop in speedl until the governor responds and the bridging contact 46l again closes the circuit between the strips 44 and 45.

Instead of opening the circuit to all four induction coils at the same time, it is obvious that single cylinders may have their individual spark circuits opened consecutively.

The arrangement just described for opening and closing the spark circuits operates on the hit-and-miss type of regulation'such as is used on stationary explosive engines, and we consider this type of regulation the best for the purpose since it is less wasteful than l other throttle regulation, or that type of path of the brushes 47 is an insulating section regulation where the spark time is divided or retarded, since at all times the hit-and-miss principle of regulation provides for the maximum e'llciency of compression.

It may behere added that while all the pis-' tons in all the cylinders of the engine are reciprocating when the engine is running, explosions occur only in the active cylinders,

lio

but the valves are made of liberal size and 'fmum output to a maximum output several Vman attempts to overload the engine, as, for

' grade.

.*ism forning a part of our general system but it will iminediatei '-without the low etliciency due to running gine may be thrown into and out ol' gear esco? tends to keep the cylinders cool. Oi course relief valves may be use-fi to prevent cor'nl pression in the cylinders, but it is advantagoods to simply hold open the regula r inlet valves for this purpose.

From the foregoing it will oe seen that by means of the governor we have devised the engine may be made to economically iurnish power through a wide range l'ro'in a ininitimes greater than the minimum, and this explosive engines on light load, l'or in our system the engine is practically at all times on full load throughout the entire range l' power output, and, therefore, its ciiiciency 1s always inanitained at the highest point.

Now, let it be supposed that the inctorinstance, by stopping on a steep iin-grade and then attempting to start on such grade instead of keeping in motion all the way upl Suppose such overload causes the slowing down ol' the entire engine until the balls S come to rest upon the brackets il, or nearly so. ln this position the bridging con tact 4l will pass ofi the end oi' the strips 3Q and 40 and break the circuit at this point. Again referring to Fig. 2, it will be seen that the conductor 42 coming l'roin the strip 39 leads to two solenoid's 56--56 in multiple. The other ends of these coils are connected to. conductors 57 and 58 coming i'r/oin the controller under the charge oi the' notorman. The controller referred to is the regular. controller under the charge ol` the motorn man, but for the salie oi' simplicity ol' iilustration such controller is conventionally illustrated inthe drawings as a simple switch indicated at S0. The solenoids 56 and the structure shown/ diagramniatically therewith arerepresentative ol' a clutch 1nechanwhich need not be here described in detail and need not be further considered than to state that by this clutch mechanism the enwith the car axles.

The clutch may he held in the inactive position by a spring` and moved into active position in one direction or the' otherby one or the other oi' the solenoids against the action of such s )ring so that when the circuit of the solenoi s is broken the clutch will return to the y,inactive'position under the influence of the spring or springs. yThis clutch and the arts controlled' thereby form no part'of tlie present invention but is i'ully shown and described in our application No. 385,645, for speed changing gear, vfiled July When the eiigine is unclutchcd troni the car axles and thus put on practically no load Spee( up and putthe clutch into action ecaiise the circuit would be again closed by the bridge fil and, the

.to the system, land so we have devised a means which we may term an overload relay` which we will now proceed to describe. l

Referring, now, to Fig. 2, there is shown a cylindrical casing 59 containing a solenoid 60 which may hc inade to have a comparatively feeble pull by beingI foi-ined oi a few turns of large wire. (hic end of the rcasing is lorlx'nd with an axial sind 6l constituting one of the pole pieces ot the solenoid, and the other e'rid o'lE the solenoid' niay be covered by a suitable ca plate The armature 63 of the solnein is provided'with a guidel )in 64 adapted to a central hole or recess in the stud 61, and at the other end l'hc core 63 carries a metallic plate 65 which may be made oiE brass or bronze or sonic other suitable material. This pluto is ol'v suilicicnt sizc to slide easily within thc cylinder but is insulated at its edges therefrom, as indicated, and is also insulated irorn the armature 63. Between the plate 65 and the plate 62 the armature 63 is surrounded by a spring 66 which for the purposes oi' this structure need vnot be of n iiich strength. .'lhc end of the c lindci 59 is closed by a screw-plug 67 so t iat on the lie'- moval oi the latter access may be had to the interior oithe cylinder. Screwed throngl the sides ot the cylinder 59 at diainetrically o posite points and between the head 6'! and p atc 65 arc two plugs 653-69, the latter being insulated from the c linder. Within the cylinder each oi these p ugs is provided with a socket 7() in which lays a piniv 71 noted upon by a spring 72 wit iin the socket so that the pin 71 is projected for a distance beyond said socket but may be pushed into the saine against the action of the spring 72. These pins 7l nrc made of metal or some other conducting material and are arranged to engage the )late 65, as will hereinafter a pear.

'llie conductor 43 coming from t 1e plate 4() is connected to onc,tcr1ninal,ot the solenoid 60, and the other terminal of thc solenoid is connected to a conductor 73 to berliereinafte referred to. The plug 69 is connectedto the' conductor 73 by a branch conductor 74 and the plug 68 is connected by a branch con ductor 75 to another conductor' 76 coming iroin the main line lconductor of the ower* dynamo carried by the car. It will thus be seen that when' the solenoid 60 is included in a charged circuit its armature 63 is -p'lilled against the tension ofthe spring' 66 an'd the plate 65 is brought into contact with the pins" 71. Under these conditions, current will flow throughconductor 76 coming from the main power circuit through the branch conductor 75, plug 68, pin71, plate 65, the other' pin 71, plug 69,A branch conductor 74, cnductor 73, thence through the solenoid by partof our com conductor 43 to the plate 40, thence across the bridge 41 to the plate 39, thence ,by conductor 42 to one or the other of the soleiioids 56 and by conductor 57 or 58 to the' controller on the car and back to the other side oi the main power circuit by a conductor (not shown). In tracing this gization of the solenoid 6() and the expansion of the spring 66 will force the late 65 away from the pins 71 sufficiently to reak contact therewith, it being understood that these pins are so mounted in the sockets 70 as to have only a limited movement outward from the same. The circuit including one or the other of the clutching solenoids 56 being broken, not only at the strips 39 and 40 but at the plate 65 and also between tlie continuation of the conductors 73 and 76, the clutchiyillvat once uncouple the engine from thecai" axles; and even though the engine speed up and the bridge 41 again complete t e ciicuit between the strips 39 and 40, the circuit will remain denergized, being broken at the plate 65 and the overload relay will remain inactive. However, provision is made in oursystem for momentarily closing the circuit between the conductors 7 3 and 76 ,at a point beyond the overload relay so as to again energize the solenoid 60, but these means form a part of another ortion of our complete system and need not e referred to Ahere further than to say that the structure 'is such that this circuit can be completed only when the controller is set to run a certain transmission gear, forming still'another ete system, at its lowest s eed, and, there ore, in position to develop t e greatest oWer factor. Thusif the motorinan shu d stop the car on a grade upon which he should not have-stopped, the engine will automatically 4refuse to pro el tlie car until the motorman has move the con- .troller to the lowest speed.' Under these conditions the circuit across the conductors 73 and 76 is com leted and the solenoid is energized. This( raws the plate 65 toward the pins 71' until'in contact therewith and the circuit between the strips 39 and 40 being already completed through the bridge 41 by the speediniT of the engine, one or t ie other of' the clutci solenoids 56 will 'be energized and the engine will be coupled to the car axles, but only at the lowest speed, whereat the greatest power is developed. The teineeoma c porary circuit between the conductors 73 and 76 may now be broken, since the solenoid 60 is included in complete shunt lcircuit across these conductors 73 and'76.` A

From all the foregoing, it will be Vseen that there is provided an engine governor whereby an 'engine of the explosive or internal combustion type may have a very wide range of power output without sacrifice ofeili'ciency, and whereby any attempt to drive the engine under onerous conditions will be defeated by the automatic uncoupling of the engine from the load, the'running conditions to be again established only when the engine is placed in proper speed relation to the load.

- vWe claimz- 1. A governor for multi-cylinder ex lop sive engines, in which` engines tlie`cylin ers constitute a plurality of power units, said governor being res ionsive to various'speeds of the engine and aving means for cutting into and out of action a plurality of" additional cylinders in regular order and each atfull charge, said governor 'being inactive to a predetermined group of`c linders and remaining inactive to the a ditional engine cylinders until the predetermined'group of cylinders is over-loaded, and "thencutting t e additional cylinders into full action, one

ower unit at a time, in regular order, as the4 Aoad increases, andin accordance witlgsuch 'Y increase of load. Y I

2. A governor for multi-cylinder explosive engines, in which engines the cylinderscon stitute a plurality of power units, said governor comprising a centrifugal member responsive to various speeds of the engine, and controllin means'connected to and actuicc ated by t e centrifugal member for cutting l into and out of action a plurality of additional engine cylinders in regular order and at 'full charge, by 'and in accordance with l variationsl of load, said controlling means being inactive to a predetermined group, of cylinders and remaining inactive te `the additional engine cylinders until the predetermined group of cylinders is over-loaded and remaining inactive vto each additional' ower unit until the preceding active cylingers are over-loaded. t

3. A governor for multi-cylinder explosive engines, having a member responsive tothe speed ef the en rine, a com ressed air chaine* bei', a series of eads there-"rom, directly controlling said ieadslfor euttin 4. A governor for multi-cyl' engines raving means for cutting en inders into action in proportion to t inder explo-siveV ine oyle slow` anda valg i them' into and out oi' communication wit Y ing down and out of action in proportionto the acceleration of the speed the engine, and retardiiig means inactive at all times to` essere slow variations o fis-pend, and active only to speed variations which are both large and rapid.

5. A governor for limiti-cylinder explosive cnines having means for cutting engine cylin ers into action in proportion to the slow- "ing down and out of action in proportion to the acceleration of the speed ol' the engine,

and retarding means active only to large rapid variations in speed but inactive to slow variations of any extent in the s eed at any point in the entire range of spec controlled y `the governor.

6. A governor for multi-cylinder explosive engines comprising a centrifugal member, means for cutting engine cylinders into action in proportion to the slowing down and out of action in proportion to the acceleration of the speed, and a dash-pot retarder foivthe centrifugal member active only to rapid viariations in `the s eed of the engine when the variati s are both large and rapid.

7. A governor for 1nulti-cylinder ex lesive engines comprising a centrifugal mem er, an

`air chamber, means for conveying comressed air to said chamber, `coni-pressed air leads therefrom, and a valve positively connected to said4 centrifugal member and directly opening or closing the compressed air leeds in succession. '8. A governor for multicylinder ex llesive engines comprising a centrifugal mem r, an

air chamber', means for conveying com- 'pressed air to said chamber, compressed air leads therefrom,'a valve positively connected to said centrifugal member* and Y,directly opening or closing the compressed air leads in successwn,4 and a dash-pot retarder `ffor the i centriugalmember. "f

Afgovernor. for multi-cylinder ex losive englnes comprising a governing me er responsive to speed variations, means under econtrol of said governing member for cntting engine cylinders into action inV pi'opon tion to the slowing down and Aout of action in .proportion to the acceleration of the speed,

and a dash-pot retarder for saidgoverning member Aactive to variations 1n the speed of the engine in both directions only when such variatlons are both large and rapid.

10. A governor for multi-cylinder expl sive engines having means for cutting en me c linders into action in proportion to the s owing down and out of action in proportion to the acceleration of the speed of the engine, and retarding means active tc both a rise and fall of t c speed. throughout the entire ran e of spec controlled by the governor when t e variations are 'large and rapid but inactive to' slow variationsof speed or rapid variations of speed of small extent.

11. A'governor for multi-c linder explosive engines responsive to c anges in the -speed'o the engine and having means for cutting engine cylinders into .action in z o; 6o portion to the slowing down and out sction in proportion to the acceleration of the s eed of the engine, an electrically operated c utch lor connecting the engine to the car axles, electric circuit terminals under the control of the governor with means counting therewith for breaking the circuit at said tierniinals under abnormally low speed of the fen# gine, and another circuit breaker in the same circuit out ol' the control of the governor and 7c acting to break the circuit at another point" when broken by the governor.- l2. A governor for multi-cylinder explosive engines comprising a centrifugal' mein-:q

ber responsive to speed variations ofthe en- '89,'.

gine; a retarding means for the .centrifugal member responsive only to large, rapid varia'- tions in the speed of the engine means under the control of the goverppr for cuttingfengine cylinders into action 1n proportionrl to the 85 slowing down and out of action in to the acceleration of the speed .0f theal igiinifyv a sparking circuit for certain of the cylinders; means underthe' control ofthe centrifugal member for breaking said spark?. 'lo ing circuit when the engine exceeds a predetermined speed; electro-responsiveI means for coupling the engine to the load; an elect-ric circuit including saidelectro responsive means; electric circuit terminals unlprthc control of the centrifugal member fo reaking the circuit through the electro-responsive means when the speed of the engine is below a certain predetermined point, and other circuit controlling means out of-thc control of engine, and a dash-pot for controlling the 110.

governor said dash-pot having a long range of movement but being 4of small cross-sectional area"to provide a correspondingly long movement-of. the'dash-pot before 1t A becomes active to retard the governor',` 115 14. A governor for multi-cylinder exploI sive engines, comprising a centrifugalmember andy a dash-pot for controlling thegovernor comprisinor an annular chamber', anannular piston litting therein, and connec- `1,20 tions between the piston and the governor;

15. A governor for explosive engines cornprising centrifugal members, an annular chamber, a spring housed therein, and an annular piston connected to the centrifu l members and movable. in the said cham er against the action of the s ring.

16. A governor for eXp osive engines com-3.

for multi-cylinder exploprising centrifugal members, an annular chamber closed at one end, a spring housed in said chamber, and an annular piston connected tothe centrifugal members and enten ing the open end of the chamber and engaging the spring.

17. A governor for explosive engines coni- )rising a sleeve fixed upon a rotatable .inemller receiving motion from the lengine, an annular chamber formed therein and having lone end closed, a spring housed in said chamber, an annular piston movable longi- 'tudinally on the sleeve and having one end entering the openy end of the chamber and engaging the spring, and centrifugal members mounted upon 1 the sleeve and connected to the piston to impart longitudinal movement thereto when the centrifugal members become active as the speed increases.

i8. ln a governor for explosive engines, a sleeve mounted upon and fixed to the rotatable shaft receiving motion from the engine and having a chamber formed therein with `one end permanently closed, centrifugal therefrom, and a valve positively connected to the centrifugal members and movable thereby to close or open the leads trom the pressure chamber as the speed increases or decreases.. v l

20. A governor for multi-cylinder explosive engines responsivc to the speed of the engine, means controlled by the governor for cutting engine cylinders into action in proportion to the slowing down and out of action in proportion to the .acceleration of the speed of the engine, a bridging contact f movable by the governor through a predctermined range of movement, a spark circuit `forl the engine, and circuit terminals in the path of the bridging contact and ot such ength `that the bridging contact will move ofi' of said circuit terminals onlv when the engine c linders controlledy by the governor have all been cut out and the speed is further increased. 2]; A governor, for engines, responsive to speed variations, and means controlled by f said governor for uncoupling the engine from the load when the engine is slowed down abnormally.

again becomes normal. l

23, An engine governor responsive to speed variations, electrically operated means for coupling the engine tothe load, means under t ie control of the governor for breaking thc circuit controlling the cou ling means,

and another circuit breaker un erl the control of the coupling circuit and moved to open circuit position on the breaking of the coupling circuitby the governor.

An engine governor responsive to speedvariations, electrically operated means lor cou ling the engine to the load, means under tie control of the governor for breaking the circuit controlling theI coupling means and another circuit controlling means held in closed position by the current flowing through the circuit controlling the coupling means and provided with means for moving it to open circuit position when the coupling circuit is broken by the governor. y

25. An engine governor responsive to speed variations, electrically operated means for coupling the engine to v the load, and means under the control of the governorv for breaking the circuit controlling the coupling means.

26. An engine governor responsive to speed variations, electrically operated means for coupling the engine to the load, circ-uit terminals included in .the circuit controlling the coupling means, and a bridging means for said circuit terminals movable over both'saidcircuit terminals by the `governor and having a greater range of trav in the direction of movement ot' the governor when the engine slows down than the length of said circuit terminals so that when the engine slows down abnormally the bridgin member will'move ofi the circuit terminas and so break the circuit.

27. An engine governor responsive tol speed variations, elqctrically o erated means? for coupling the engine to the cad, a circuit breaker in the circuit controlling the coupling means, means under the control of the governor for opening the circuit at the circuit breaker when the ena-ine is slowed down abnormally, and anot er circuit controlling means under the control of the coupling circuit and included in said circuit, sai'd last named circuit controlling means having a normal tendencyv to Yrupture thecircuit and held in the closed position by the flow of cur- I rent through the circuit controlling. the said coupling means.

28. An engine .governor responsive "to speed variations, electricglly operated'means for cou ling the engine to theloud, menos as our own, we have hereto af'xed our signa-v undf t 1e control ofnthe gvolnoxi for broxtktures in the presence of two witnesses.

ngt le circuit contro ing t Lo co up ing means,

an electro magnetic oirouit-oontrolling means included in the circuit Controlling the coup- J ling mea-ns, and a shunt oontroloi by the 1 said eec'tlo magnetic means. l In testimony that We claim the forogoimf I W'itnesses:

W. A. xNARNOCK, JOHN L. SPADER. 

